Easy Access Rules for Air Operations

ED Decision 2022/012/R

INITIAL TRAINING FOR EFVS 200 OPERATIONS

Operators should ensure that flight crew members complete the following conversion training before being authorised to conduct EFVS operations unless credits related to training and checking for previous experience on similar aircraft types are defined in the operational suitability data established in accordance with Regulation (EU) No 748/2012:

(a)A course of ground training including at least the following:

(1)characteristics and limitations of head-up displays (HUDs) or equivalent display systems including information presentation and symbology;

(2)EFVS sensor performance in different weather conditions, sensor limitations, scene interpretation, visual anomalies and other visual effects;

(3)EFVS display, control, modes, features, symbology, annunciations and associated systems and components;

(4)the interpretation of EFVS imagery;

(5)the interpretation of approach and runway lighting systems and display characteristics when using EFVS;

(6)pre-flight planning and selection of suitable aerodromes and approach procedures;

(7)principles of obstacle clearance requirements;

(8)the use and limitations of RVR assessment systems;

(9)normal, abnormal and emergency procedures for EFVS 200 operations;

(10)the effect of specific aircraft/system malfunctions;

(11)human factors aspects of EFVS 200 operations; and

(12)qualification requirements for pilots to obtain and retain approval for EFVS 200 operations.

(b)A course of FSTD training and/or flight training in two phases as follows:

(1)Phase one (EFVS 200 operations with aircraft and all equipment serviceable) — objectives:

(i)understand the operation of equipment required for EFVS 200 operations;

(ii)understand operating limitations of the installed EFVS;

(iii)practise the use of HUD or equivalent display systems;

(iv)practise the set-up and adjustment of EFVS equipment in different conditions (e.g. day and night);

(v)practise the monitoring of automatic flight control systems, EFVS information and status annunciators;

(vi)practise the interpretation of EFVS imagery;

(vii)become familiar with the features needed on the EFVS image to continue approach below the DH;

(viii)practise the identification of visual references using natural vision while using EFVS equipment;

(ix)master the manual aircraft handling relevant to EFVS 200 operations including, where appropriate, the use of the flare cue and guidance for landing;

(x)practise coordination with other crew members; and

(xi)become proficient at procedures for EFVS 200 operations.

(2)Phase one of the training should include the following exercises:

(i)the required checks for satisfactory functioning of equipment, both on the ground and in flight;

(ii)the use of HUD or equivalent display systems during all phases of flight;

(iii)approach using the EFVSs installed on the aircraft to the appropriate DH and transition to visual flight and landing;

(iv)approach with all engines operating using the EFVS, down to the appropriate DH followed by a missed approach, all without external visual reference, as appropriate.

(3)Phase two (EFVS 200 operations with aircraft and equipment failures and degradations) — objectives:

(i)understand the effect of known aircraft unserviceabilities including use of the MEL;

(ii)understand the effect of failed or downgraded equipment on aerodrome operating minima;

(iii)understand the actions required in response to failures and changes in the status of the EFVS including HUD or equivalent display systems;

(iv)understand the actions required in response to failures above and below the DH;

(v)practise abnormal operations and incapacitation procedures; and

(vi)become proficient at dealing with failures and abnormal situations during EFVS 200 operations.

(4)Phase two of the training should include the following exercises:

(i)approaches with engine failures at various stages of the approach;

(ii)approaches with failures of the EFVS at various stages of the approach, including failures between the DH and the height below which an approach should not be continued if natural visual reference is not acquired, require either:

(A)reversion to head down displays to control missed approach; or

(B)reversion to flight with downgraded or no guidance to control missed approaches from the DH or below, including those which may result in a touchdown on the runway;

(iii)incapacitation procedures appropriate to EFVS 200 operations;

(iv)failures and procedures applicable to the specific EFVS installation and aircraft type; and

(v)FSTD training, which should include minimum eight approaches.

ED Decision 2023/007/R

RECURRENT TRAINING AND CHECKING FOR EFVS 200 OPERATIONS

(a)The operator should ensure that the pilots are competent to perform EFVS 200 operations. To do so, pilots should be trained every 6 months by performing at least two approaches on each type of aircraft operated.

(b)The operator should ensure that the pilots’ competence to perform EFVS 200 operations is checked at each required operator proficiency check by performing at least two approaches on each type of aircraft operated, of which one should be flown without natural vision to 200 ft.

ED Decision 2022/012/R

RECENT EXPERIENCE REQUIREMENTS FOR EFVS 200 OPERATIONS

Pilots should complete a minimum of four approaches using the operator’s procedures for EFVS 200 operations during the validity period of the periodic operator proficiency check unless credits related to currency are defined in the operational suitability data established in accordance with Regulation (EU) No 748/2012.

ED Decision 2022/012/R

DIFFERENCES TRAINING FOR EFVS 200 OPERATIONS

(a)The operator should ensure that the flight crew members authorised to conduct EFVS 200 operations are provided with differences training or familiarisation whenever there is a change to any of the following:

(1)the technology used in the flight guidance and flight control system;

(2)the HUD or equivalent display systems;

(3)the operating procedures.

(b)The differences training should:

(1)meet the objectives of the appropriate initial training course;

(2)take into account the flight crew members’ previous experience; and

(3)take into account the operational suitability data established in accordance with Regulation (EU) No 748/2012.

ED Decision 2022/012/R

TRAINING FOR EFVS 200 OPERATIONS

If a flight crew member is to be authorised to operate as pilot flying and pilot monitoring during EFVS 200 operations, then the flight crew member should complete the required FSTD training for each operating capacity.

ED Decision 2022/012/R

RECURRENT CHECKING FOR EFVS 200 OPERATIONS

In order to provide the opportunity to practise decision-making in the event of system failures and failure to acquire natural visual reference, the recurrent training and checking for EFVS 200 operations is recommended to periodically include different combinations of equipment failures, go-around due to loss of visual reference, and landings.

ED Decision 2022/012/R

OPERATING PROCEDURES FOR EFVS 200 OPERATIONS

(a)For EFVS 200 operations, the following should apply:

(1)the pilot flying should use the EFVS throughout the approach;

(2)in multi-pilot operations, a suitable display of EFVS sensory imagery should be provided to the pilot monitoring;

(3)the approach between the FAF and the DA/H should be flown using vertical flight path guidance;

(4)the approach may be continued below the DA/H provided that the pilot can identify on the EFVS image either:

(i)the approach light system; or

(ii)both of the following:

(A)the runway threshold identified by the beginning of the runway landing surface, the threshold lights or the runway end identifier lights; and

(B)the TDZ identified by the TDZ lights, the TDZ runway markings or the runway lights;

(5)a missed approach should be executed promptly if the required visual reference is not distinctly visible and identifiable to the pilot without reliance on the EFVS by 200 ft above the threshold.

(b)Operating procedures for EFVS 200 operations should:

(1)be consistent with the AFM;

(2)be appropriate to the technology and equipment to be used;

(3)specify the duties and responsibilities of each flight crew member in each relevant phase of flight;

(4)ensure that flight crew workload is managed to facilitate effective decision-making and monitoring of the aircraft; and

(5)deviate to the minimum extent practicable from normal procedures used for routine operations.

(c)Operating procedures should include:

(1)the required checks for the satisfactory functioning of the aircraft equipment, both before departure and in flight;

(2)the correct seating and eye position;

(3)determination of aerodrome operating minima;

(4)the required visual references at the DH;

(5)the action to be taken if natural visual reference is not acquired by 200 ft;

(6)the action to be taken in the event of loss of the required visual reference; and

(7)procedures for balked landing.

(d)Operating procedures for EFVS 200 operations should be included in the operations manual.

ED Decision 2022/012/R

AERODROME OPERATING MINIMA — EFVS 200 OPERATIONS

When conducting EFVS 200 operations:

(a)the DA/H used should be the same as for operations without EFVS;

(b)the lowest RVR minima to be used should be determined by reducing the RVR presented in:

(1)Table 8 in AMC5 SPO.OP.110 in accordance with Table 1 below for aeroplanes;

(2)Table 12 of AMC6 SPO.OP.110 in accordance with Table 1 below for helicopters;

(c)in case of failed or downgraded equipment, Table 15 in AMC9 SPO.OP.110 should apply.

Table 1

Operations utilising EFVS: RVR reduction

ED Decision 2022/012/R

EVFS 200 WITH LEGACY SYSTEMS UNDER AN APPROVAL

The EVS should be certified before 1 January 2022 as ‘EVS with an operational credit’.

ED Decision 2022/012/R

The competent authority referred to in SPO.OP.235 point (c) is the competent authority for the oversight of the operator, as established in ORO.GEN.105.

SUBPART C: AIRCRAFT PERFORMANCE AND OPERATING LIMITATIONS

Regulation (EU) 2018/394

(a)During any phase of operation, the loading, the mass and the centre of gravity (CG) position of the aircraft shall comply with any limitation specified in the appropriate manual.

(b)Placards, listings, instrument markings, or combinations thereof, containing those operating limitations prescribed by the AFM for visual presentation, shall be displayed in the aircraft.

ED Decision 2014/018/R

APPROPRIATE MANUAL

The appropriate manual containing operating limitations may be the AFM or an equivalent document, or the operations manual, if more restrictive.

Regulation (EU) 2018/1975

(a)The operator shall ensure that the mass and the CG of the aircraft have been established by actual weighing prior to the initial entry into service of the aircraft. The accumulated effects of modifications and repairs on the mass and balance shall be accounted for and properly documented. Such information shall be made available to the pilot-in-command. The aircraft shall be reweighed if the effect of modifications on the mass and balance is not accurately known.

(b)The weighing shall be accomplished by the manufacturer of the aircraft or by an approved maintenance organisation.

ED Decision 2018/003/R

GENERAL — OPERATIONS WITH OTHER-THAN COMPLEX MOTOR-POWERED AIRCRAFT

(a)New aircraft that have been weighed at the factory may be placed into operation without reweighing if the mass records and balance records have been adjusted for alterations or modifications to the aircraft. Aircraft transferred from one EU operator to another EU operator do not have to be weighed prior to use by the receiving operator unless the mass and balance cannot be accurately established by calculation.

(b)The mass and the centre of gravity (CG) position of an aircraft should be revised whenever the cumulative changes to the dry operating mass exceed ± 0.5 % of the maximum landing mass or for aeroplanes the cumulative change in CG position exceeds 0.5 % of the mean aerodynamic chord. This may be done by weighing the aircraft or by calculation. If the AFM requires to record changes to mass and CG position below these thresholds, or to record changes in any case, and make them known to the pilot-in-command, mass and CG position should be revised accordingly and made known to the pilot-in-command.

ED Decision 2014/018/R

WEIGHING OF AN AIRCRAFT — OPERATIONS WITH COMPLEX MOTOR POWERED AIRCRAFT

(a)New aircraft that have been weighed at the factory may be placed into operation without reweighing if the mass and balance records have been adjusted for alterations or modifications to the aircraft. Aircraft transferred from one EU operator to another EU operator do not have to be weighed prior to use by the receiving operator unless the mass and balance cannot be accurately established by calculation.

(b)The mass and centre of gravity (CG) position of an aircraft should be revised whenever the cumulative changes to the dry operating mass exceed ±0.5 % of the maximum landing mass or for aeroplanes the cumulative change in CG position exceeds 0.5 % of the mean aerodynamic chord. This should be done either by weighing the aircraft or by calculation.

(c)When weighing an aircraft, normal precautions should be taken, which are consistent with good practices such as:

(1)checking for completeness of the aircraft and equipment;

(2)determining that fluids are properly accounted for;

(3)ensuring that the aircraft is clean; and

(4)ensuring that weighing is accomplished in an enclosed building.

(d)Any equipment used for weighing should be properly calibrated, zeroed and used in accordance with the manufacturer's instructions. Each scale should be calibrated either by the manufacturer, by a civil department of weights and measures or by an appropriately authorised organisation within 2 years or within a time period defined by the manufacturer of the weighing equipment, whichever is less. The equipment should enable the mass of the aircraft to be established accurately. One single accuracy criterion for weighing equipment cannot be given. However, the weighing accuracy is considered satisfactory if the accuracy criteria in Table 1 are met by the individual scales/cells of the weighing equipment used:

Table 1: Accuracy criteria for weighing equipment

CG LIMITS — OPERATIONAL CG ENVELOPE AND IN-FLIGHT CG

In the Certificate Limitations section of the AFM, forward and aft CG limits are specified. These limits ensure that the certification stability and control criteria are met throughout the whole flight and allow the proper trim setting for take-off. The operator should ensure that these limits are respected by:

(a)defining and applying operational margins to the certified CG envelope in order to compensate for the following deviations and errors:

(1)deviations of actual CG at empty or operating mass from published values due, for example, to weighing errors, unaccounted modifications and/or equipment variations.

(2)Deviations in fuel distribution in tanks from the applicable schedule.

(3)Deviations in the distribution of cargo in the various compartments as compared with the assumed load distribution as well as inaccuracies in the actual mass of cargo.

(5)Deviations of the actual CG of cargo load within individual cargo compartments or cabin sections from the normally assumed mid position.

(6)Deviations of the CG caused by gear and flap positions and by application of the prescribed fuel usage procedure, unless already covered by the certified limits.

(7)Deviations caused by in-flight movement of crew members and task specialist.

(b)Defining and applying operational procedures in order to:

(1)take into account any significant CG travel during flight caused by persons movement; and

(2)take into account any significant CG travel during flight caused by fuel consumption/ transfer.

Regulation (EU) 2023/217

(a)The operator shall establish a mass and balance system to determine for each flight or series of flights the following:

(1)aircraft dry operating mass;

(2)mass of the traffic load;

(3)mass of the fuel/energy load;

(4)aircraft load and load distribution;

(5)take-off mass, landing mass, and zero fuel/energy mass; and

(6)applicable aircraft centre of gravity (CG) positions.

(b)The flight crew shall be provided with a means of replicating and verifying any mass and balance computation based on electronic calculations.

(c)The operator shall establish procedures to enable the pilot-in-command to determine the mass of the fuel/energy load by using the actual density or, if not known, the density calculated in accordance with a method specified in the operations manual.

(d)The pilot-in-command shall ensure the following:

(1)the loading of the aircraft is performed under the supervision of qualified personnel;

(2)traffic load is consistent with the data used for the calculation of the aircraft mass and balance.

(e)The operator shall specify, in the operations manual, the principles and methods involved in the loading and in the mass and balance system, which are in conformity with the requirements set out in points (a) to (d). That system shall cover all types of intended operations.

ED Decision 2014/018/R

DRY OPERATING MASS

The dry operating mass should include:

(a)crew and equipment, and

(b)removable task specialist equipment, if applicable.

ED Decision 2014/018/R

SPECIAL STANDARD MASSES FOR TRAFFIC LOAD

The operator should use standard mass values for other load items. These standard masses should be calculated on the basis of a detailed evaluation of the mass of the items.

ED Decision 2014/018/R

TRAFFIC LOAD

Traffic load includes task specialists.

ED Decision 2014/018/R

FUEL LOAD

The mass of the fuel load should be determined by using its actual relative density or a standard relative density.

ED Decision 2014/018/R

FUEL DENSITY

(a)If the actual fuel density is not known, the operator may use standard fuel density values for determining the mass of the fuel load. Such standard values should be based on current fuel density measurements for the airports or areas concerned.

(b)Typical fuel density values are:

(1)Gasoline (piston engine fuel) – 0.71 ;

(2)JET A1 (Jet fuel JP 1) – 0.79 ;

(3)JET B (Jet fuel JP 4) – 0.76 ;

(4)Oil – 0.88.

ED Decision 2014/018/R

LOADING - STRUCTURAL LIMITS

The loading should take into account additional structural limits such as the floor strength limitations, the maximum load per running metre, the maximum mass per cargo compartment, and/or the maximum seating limits as well as in-flight changes in loading.

ED Decision 2014/018/R

GENERAL

The mass and balance computation may be available in flight planning documents or separate systems and may include standard load profiles.

Regulation (EU) 2021/1296

(a)The operator shall establish mass and balance data and produce mass and balance documentation prior to each flight, or series of flights, specifying the load and its distribution in such a way that the mass and balance limits of the aircraft are not exceeded. The mass and balance documentation shall contain the following information:

(1)aircraft registration and type;

(2)flight identification, number and date, as applicable;

(3)name of the pilot-in-command;

(4)name of the person who prepared the document;

(5)dry operating mass and the corresponding CG of the aircraft;

(6)mass of the fuel/energy at take-off and mass of trip fuel/energy;

(7)mass of consumables other than fuel/energy, if applicable;

(8)load components;

(9)take-off mass, landing mass, and zero fuel/energy mass;

(10)applicable aircraft CG positions; and

(11)the limiting mass and CG values.

(b)Where mass and balance data and documentation is generated by a computerised mass and balance system, the operator shall verify the integrity of the output data.

ED Decision 2014/018/R

GENERAL

(a)The mass and balance documentation should:

(1)enable the pilot-in-command to determine that the load and its distribution are within the mass and balance limits of the aircraft; and

(2)include advise to the pilot-in-command whenever a non-standard method has been used for determining the mass of the load.

(b)The information above may be available in flight planning documents or mass and balance systems.

(c)Any last minute change should be brought to the attention of the pilot-in-command and entered in the flight planning documents containing the mass and balance information and mass and balance systems.

(d)Where mass and balance documentation is generated by a computerised mass and balance system, the operator should verify the integrity of the output data at intervals not exceeding six months.

(e)A copy of the final mass and balance documentation may be sent to aircraft via data link or may be made available to the pilot-in–command by other means for its acceptance.

(f)The person supervising the loading of the aircraft should confirm by hand signature or equivalent that the load and its distribution are in accordance with the mass and balance documentation given to the pilot in command. The pilot-in-command should indicate his acceptance by hand signature or equivalent.

ED Decision 2014/018/R

SIGNATURE OR EQUIVALENT

Where a signature by hand is impracticable or it is desirable to arrange the equivalent verification by electronic means, as referred to in AMC1 SPO.POL.115(f), the following conditions should be applied in order to make an electronic signature the equivalent of a conventional hand-written signature:

(a)electronic ‘signing’ by entering a personal identification number (PIN) code with appropriate security, etc.;

(b)entering the PIN code generates a print-out of the individual’s name and professional capacity on the relevant document(s) in such a way that it is evident, to anyone having a need for that information, who has signed the document;

(c)the computer system logs information to indicate when and where each PIN code has been entered;

(d)the use of the PIN code is, from a legal and responsibility point of view, considered to be fully equivalent to signature by hand;

(e)the requirements for record keeping remain unchanged; and

(f)all personnel concerned are made aware of the conditions associated with electronic signature and this is documented.

ED Decision 2014/018/R

INTEGRITY

The operator should verify the integrity of mass and balance data and documentation generated by a computerised mass and balance system, at intervals not exceeding six months. The operator should establish a system to check that amendments of its input data are incorporated properly in the system and that the system is operating correctly on a continuous basis.

ED Decision 2014/018/R

MASS AND BALANCE DOCUMENTATION SENT VIA DATA LINK

Whenever the mass and balance documentation is sent to the aircraft via data link, a copy of the final mass and balance documentation as accepted by the pilot-in-command should be available on the ground.

ED Decision 2014/018/R

ON BOARD INTEGRATED MASS AND BALANCE COMPUTER SYSTEM

An on-board integrated mass and balance computer system may be an aircraft installed system capable of receiving input data either from other aircraft systems or from a mass and balance system on ground, in order to generate mass and balance data as an output.

ED Decision 2014/018/R

STAND-ALONE COMPUTERISED MASS AND BALANCE SYSTEM

A stand-alone computerised mass and balance system may be a computer, either as part of an electronic flight bag (EFB) system or solely dedicated to mass and balance purposes, requiring input from the user, in order to generate mass and balance data as an output.

Regulation (EU) No 379/2014

Notwithstanding SPO.POL.115(a)(5), the CG position may not need not be on the mass and balance documentation, if the load distribution is in accordance with a pre-calculated balance table or if it can be shown that for the planned operations a correct balance can be ensured, whatever the real load is.

Regulation (EU) No 379/2014

The pilot-in-command shall only operate the aircraft if the performance is adequate to comply with the applicable rules of the air and any other restrictions applicable to the flight, the airspace or the aerodromes or operating sites used, taking into account the charting accuracy of any charts and maps used.

Regulation (EU) No 379/2014

The operator shall ensure that:

(a)the mass of the aeroplane at the start of take-off shall not exceed the mass limitations:

(1)at take-off, as required in SPO.POL.130;

(2)en-route with one engine inoperative (OEI), as required in SPO.POL.135; and

(3)at landing, as required in SPO.POL.140,

allowing for expected reductions in mass as the flight proceeds, and for fuel jettisoning;

(b)the mass at the start of take-off shall never exceed the maximum take-off mass specified in the AFM for the pressure altitude appropriate to the elevation of the aerodrome or operating site, and if used as a parameter to determine the maximum take-off mass, any other local atmospheric condition; and

(c)the estimated mass for the expected time of landing at the aerodrome or operating site of intended landing and at any destination alternate aerodrome shall never exceed the maximum landing mass specified in the AFM for the pressure altitude appropriate to the elevation of those aerodromes or operating sites and if used as a parameter to determine the maximum landing mass, any other local atmospheric condition.

Regulation (EU) No 379/2014

(a)When determining the maximum take-off mass, the pilot-in-command shall take the following into account:

(1)the calculated take-off distance shall not exceed the take-off distance available with a clearway distance not exceeding half of the take-off run available;

(2)the calculated take-off run shall not exceed the take-off run available;

(3)a single value of V1 shall be used for the rejected and continued take-off, where a V1 is specified in the AFM; and

(4)on a wet or contaminated runway, the take-off mass shall not exceed that permitted for a take-off on a dry runway under the same conditions.

(b)Except for an aeroplane equipped with turboprop engines and a maximum take-off mass at or below 5 700 kg, in the event of an engine failure during take-off, the pilot-in-command shall ensure that the aeroplane is able:

(1)to discontinue the take-off and stop within the accelerate-stop distance available or the runway available; or

(2)to continue the take-off and clear all obstacles along the flight path by an adequate margin until the aeroplane is in a position to comply with SPO.POL.135.

ED Decision 2014/018/R

TAKE-OFF MASS

The following should be considered for determining the maximum take-off mass:

(a)the pressure altitude at the aerodrome;

(b)the ambient temperature at the aerodrome;

(c)the runway surface condition and the type of runway surface;

(d)the runway slope in the direction of take-off;

(e)not more than 50 % of the reported head-wind component or not less than 150 % of the reported tailwind component; and

(f)the loss, if any, of runway length due to alignment of the aeroplane prior to take-off.

ED Decision 2014/018/R

CONTAMINATED RUNWAY PERFORMANCE DATA

Wet and contaminated runway performance data, if made available by the manufacturer, should be taken into account. If such data is not made available, the operator should account for wet and contaminated runway conditions by using the best information available.

ED Decision 2021/005/R

RUNWAY SURFACE CONDITION

Operation on runways contaminated with water, slush, snow or ice implies uncertainties with regard to runway friction and contaminant drag and therefore to the achievable performance and control of the aeroplane during take-off or landing, since the actual conditions may not completely match the assumptions on which the performance information is based. In the case of a contaminated runway, the first option for the pilot-in-command is to wait until the runway is cleared. If this is impracticable, he or she may consider a take-off or landing, provided that he or she has applied the applicable performance adjustments, and any further safety measures he or she considers justified under the prevailing conditions. The excess runway length available including the criticality of the overrun area should also be considered.

The determination of take-off performance data for wet and contaminated runways should be based on the reported runway surface condition in terms of contaminant and depth.

ED Decision 2014/018/R

ADEQUATE MARGIN

The adequate margin should be defined in the operations manual.

ED Decision 2014/018/R

ADEQUATE MARGIN

‘An adequate margin’ is illustrated by the appropriate examples included in Attachment C to ICAO Annex 6, Part I.

Regulation (EU) No 379/2014

The pilot-in-command shall ensure that in the event of an engine becoming inoperative at any point along the route, a multi-engined aeroplane shall be able to continue the flight to an adequate aerodrome or operating site without flying below the minimum obstacle clearance altitude at any point.

Regulation (EU) No 379/2014

The pilot-in-command shall ensure that at any aerodrome or operating site, after clearing all obstacles in the approach path by a safe margin, the aeroplane shall be able to land and stop, or a seaplane to come to a satisfactory low speed, within the landing distance available. Allowance shall be made for expected variations in the approach and landing techniques, if such allowance has not been made in the scheduling of performance data.

ED Decision 2014/018/R

GENERAL

The following should be considered to ensure that an aeroplane is able to land and stop, or a seaplane to come to a satisfactorily low speed, within the landing distance available:

(a)the pressure altitude at the aerodrome;

(b)the runway surface condition and the type of runway surface;

(c)the runway slope in the direction of landing;

(d)not more than 50 % of the reported head-wind component or not less than 150 % of the reported tailwind component;

(e)use of the most favourable runway, in still air; and

(f)use of the runway most likely to be assigned considering the probable wind speed and direction and the ground handling characteristics of the aeroplane, and considering other conditions such as landing aids and terrain.

ED Decision 2014/018/R

ALLOWANCES

Allowances should be stated in the operations manual.

ED Decision 2021/005/R

WET AND CONTAMINATED RUNWAY DATA

The determination of landing performance data should be based on information provided in the OM on the reported RWYCC. The RWYCC is determined by the aerodrome operator using the RCAM and associated procedures defined in ICAO Doc 9981 ‘PANS Aerodromes’. The RWYCC is reported through an RCR in the SNOWTAM format in accordance with ICAO Annex 15.

Regulation (EU) No 379/2014

When operating an aeroplane at a height of less than 150 m (500 ft) above a non-congested area, for operations of aeroplanes that are not able to sustain level flight in the event of a critical engine failure, the operator shall:

(a)establish operational procedures to minimise the consequences of an engine failure;

(b)establish a training programme for crew members; and

(c)ensure that all crew members and task specialists on board are briefed on the procedures to be carried out in the event of a forced landing.

ED Decision 2014/018/R

OPERATIONAL PROCEDURES AND TRAINING PROGRAMME

(a)The operational procedures should be based on the manufacturer’s recommended procedures where they exist.

(b)The crew member training programme should include briefing, demonstration or practice, as appropriate, of the operational procedures necessary to minimise the consequences of an engine failure.

Regulation (EU) No 379/2014

(a)The pilot-in-command may operate an aircraft over congested areas provided that:

(1)the helicopter is certified in category A or B; and

(2)safety measures are established to prevent undue hazard to persons or property on the ground and the operation and its SOP is authorised.

(b)The operator shall:

(1)establish operational procedures to minimise the consequences of an engine failure;

(2)establish a training programme for crew members; and

(3)ensure that all crew members and task specialists on board are briefed on the procedures to be carried out in the event of a forced landing.

(c)The operator shall ensure that the mass at take-off, landing or hover shall not exceed the maximum mass specified for:

(1)a hover out of ground effect (HOGE) with all engines operating at the appropriate power rating; or

(2)if conditions prevail that a HOGE is not likely to be established, the helicopter mass shall not exceed the maximum mass specified for a hover in ground effect (HIGE) with all engines operating at the appropriate power rating, provided prevailing conditions allow a hover in ground effect at the maximum specified mass.

ED Decision 2014/018/R

MAXIMUM SPECIFIED MASSES

(a)The operator should establish a procedure to determine maximum specified masses for HIGE and HOGE before each flight or series of flights.

(b)This procedure should take into account ambient temperature at the aerodrome or operating site, pressure altitude and wind conditions data available.

ED Decision 2014/018/R

GENERAL

(a)Even when the surface allows a hover in ground effect (HIGE), the likelihood of, for example, dust or blowing snow may necessitate hover out of ground effect (HOGE) performance.

(b)Wind conditions on some sites (particularly in mountainous areas and including downdraft) may require a reduction in the helicopter mass in order to ensure that an out of ground effect hover can be achieved at the operational site in the conditions prevailing.

SUBPART D: INSTRUMENTS, DATA AND EQUIPMENT

SECTION 1 – Aeroplanes

Regulation (EU) 2019/1384

(a)Instruments and equipment required by this Subpart shall be approved in accordance with the applicable airworthiness requirements if they are:

(1)used by the flight crew to control the flight path;

(2)used to comply with SPO.IDE.A.215;

(3)used to comply with SPO.IDE.A.220; or

(4)installed in the aeroplane.

(b)The following items, when required under this Subpart, do not need an equipment approval:

(1)spare fuses;

(2)independent portable lights;

(3)an accurate time piece;

(4)chart holder;

(5)first-aid kits;

(6)survival and signalling equipment;

(7)sea anchor and equipment for mooring;

(8)a simple PCDS used by a task specialist as a restraint device.

(c)Instruments, equipment or accessories not required under this Annex (Part-SPO) as well as any other equipment which is not required under this Regulation, but carried on a flight, shall comply with the following requirements:

(1)the information provided by those instruments, equipment or accessories shall not be used by the flight crew members to comply with Annex II to Regulation (EU) 2018/1139 or points SPO.IDE.A.215 and SPO.IDE.A.220 of this Annex;

(2)the instruments, equipment or accessories shall not affect the airworthiness of the aeroplane, even in the case of failures or malfunction.

(d)Instruments and equipment shall be readily operable or accessible from the station where the flight crew member that needs to use it is seated.

(e)Those instruments that are used by a flight crew member shall be so arranged as to permit the flight crew member to see the indications readily from his/her station, with the minimum practicable deviation from the position and line of vision which he/she normally assumes when looking forward along the flight path.

(f)All required emergency equipment shall be easily accessible for immediate use.

ED Decision 2014/018/R

APPLICABLE AIRWORTHINESS REQUIREMENTS

The applicable airworthiness requirements for approval of instruments and equipment required by this Part are the following:

(a)Commission Regulation (EU) No 748/2012¹⁰⁷ for aeroplanes registered in the EU; and

(b)Airworthiness requirements of the State of registry for aeroplanes registered outside the EU.

ED Decision 2014/018/R

REQUIRED INSTRUMENTS AND EQUIPMENT THAT DO NOT NEED TO BE APPROVED IN ACCORDANCE WITH THE APPLICABLE AIRWORTHINESS REQUIREMENTS

The functionality of non-installed instruments and equipment required by this Subpart and that do not need an equipment approval, as listed in SPO.IDE.A.100(b), should be checked against recognised industry standards appropriate to the intended purpose. The operator is responsible for ensuring the maintenance of these instruments and equipment.

ED Decision 2014/018/R

NOT REQUIRED INSTRUMENTS AND EQUIPMENT THAT DO NOT NEED TO BE APPROVED IN ACCORDANCE WITH THE APPLICABLE AIRWORTHINESS REQUIREMENTS, BUT ARE CARRIED ON A FLIGHT

(a)The provision of this paragraph does not exempt any installed instrument or item of equipment from complying with the applicable airworthiness requirements. In this case, the installation should be approved as required in the applicable airworthiness requirements and should comply with the applicable Certification Specifications.

(b)The failure of additional non-installed instruments or equipment not required by this Part or by the applicable airworthiness requirements or any applicable airspace requirements should not adversely affect the airworthiness and/or the safe operation of the aeroplane. Examples may be the following:

(1)portable electronic flight bag (EFB);

(2)portable electronic devices carried by crew members or task specialists; and

(3)non-installed task specialist equipment.

ED Decision 2014/018/R

POSITIONING OF INSTRUMENTS

This requirement implies that whenever a single instrument is required in an aeroplane operated in a multi-crew environment, the instrument needs to be visible from each flight crew station.

Regulation (EU) 2019/1384

A flight shall not be commenced when any of the aeroplane’s instruments, items of equipment or functions required for the intended flight are inoperative or missing, unless either of the following conditions is fulfilled:

(a)the aeroplane is operated in accordance with the minimum equipment list (MEL);

(b)for complex motor-powered aeroplanes and for any aeroplane used in commercial operations, the operator is approved by the competent authority to operate the aeroplane within the constraints of the master minimum equipment list (MMEL) in accordance with point ORO.MLR.105(j) of Annex III;

(c)the aeroplane is subject to a permit to fly issued in accordance with the applicable airworthiness requirements.

ED Decision 2021/005/R

MANAGEMENT OF THE STATUS OF CERTAIN INSTRUMENTS, EQUIPMENT OR FUNCTIONS

The operator should control and retain the status of the instruments, equipment or functions required for the intended operation, that are not controlled for the purpose of continuing airworthiness management.

ED Decision 2021/005/R

MANAGEMENT OF THE STATUS OF CERTAIN INSTRUMENTS, EQUIPMENT OR FUNCTIONS

(a)The operator should define responsibilities and procedures to retain and control the status of instruments, equipment or functions required for the intended operation, that are not controlled for the purpose of continuing airworthiness management.

(b)Examples of such instruments, equipment or functions may be, but are not limited to, equipment related to navigation approvals as FM immunity or certain software versions.

Regulation (EU) No 379/2014

Aeroplanes shall be equipped with spare electrical fuses, of the ratings required for complete circuit protection, for replacement of those fuses that are allowed to be replaced in flight.

ED Decision 2014/018/R

FUSES

A spare electrical fuse means a replaceable fuse in the flight crew compartment, not an automatic circuit breaker or circuit breakers in the electric compartments.

Regulation (EU) No 379/2014

Aeroplanes operated at night shall be equipped with:

(a)an anti-collision light system;

(b)navigation/position lights;

(c)a landing light;

(d)lighting supplied from the aeroplane’s electrical system to provide adequate illumination for all instruments and equipment essential to the safe operation of the aeroplane;

(e)lighting supplied from the aeroplane’s electrical system to provide illumination in all cabin compartments;

(f)an independent portable light for each crew member station; and

(g)lights to conform with the International Regulations for Preventing Collisions at Sea if the aeroplane is operated as a seaplane.

Regulation (EU) 2019/1384

(a)Aeroplanes operated under VFR by day shall be equipped with a means of measuring and displaying the following:

(1)magnetic heading,

(2)time in hours, minutes and seconds,

(3)barometric altitude,

(4)indicated airspeed,

(5)Mach number whenever speed limitations are expressed in terms of Mach number, and

(6)slip for complex motor-powered aeroplanes.

(b)Aeroplanes operating under VMC at night shall be, in addition to (a), equipped with:

(1)a means of measuring and displaying the following:

(i)turn and slip,

(ii)attitude,

(iii)vertical speed, and

(iv)stabilised heading;

(2)a means of indicating when the supply of power to the gyroscopic instruments is not adequate.

(c)Complex motor-powered aeroplanes operating under VMC over water and out of sight of the land shall be, in addition to (a) and (b), equipped with a means of preventing malfunction of the airspeed indicating system due to condensation or icing.

(d)Aeroplanes operated in conditions where they cannot be maintained in a desired flight path without reference to one or more additional instruments, shall be, in addition to (a) and (b), equipped with a means of preventing malfunction of the airspeed indicating system required in (a)(4) due to condensation or icing.

(e)Whenever two pilots are required for the operation, aeroplanes shall be equipped with an additional separate means of displaying the following:

(1)barometric altitude,

(2)indicated airspeed,

(3)slip, or turn and slip, as applicable,

(4)attitude, if applicable,

(5)vertical speed, if applicable

(6)stabilised heading, if applicable, and

(7)Mach number whenever speed limitations are expressed in terms of Mach number, if applicable.

ED Decision 2014/018/R

INTEGRATED INSTRUMENTS

(a)Individual equipment requirements may be met by combinations of instruments, by integrated flight systems or by a combination of parameters on electronic displays. The information so available to each required pilot should not be less than that required in the applicable operational requirements, and the equivalent safety of the installation should be approved during type certification of the aeroplane for the intended type of operation.

(b)The means of measuring and indicating turn and slip, aeroplane attitude and stabilised aeroplane heading may be met by combinations of instruments or by integrated flight director systems, provided that the safeguards against total failure, inherent in the three separate instruments, are retained.

ED Decision 2014/018/R

LOCAL FLIGHTS

For flights that do not exceed 60 minutes’ duration, that take off and land at the same aerodrome, and that remain within 50 NM of that aerodrome, an equivalent means of complying with SPO.IDE.A.120(b)(1)(i), (b)(1)(ii) may be:

(a)a turn and slip indicator;

(b)a turn co-ordinator; or

(c)both an attitude indicator and a slip indicator.

ED Decision 2014/018/R

SLIP INDICATION

Non-complex motor-powered aeroplanes should be equipped with a means of measuring and displaying slip.

ED Decision 2014/018/R

MEANS OF MEASURING AND DISPLAYING MAGNETIC HEADING

The means of measuring and displaying magnetic direction should be a magnetic compass or equivalent.

ED Decision 2014/018/R

MEANS OF MEASURING AND DISPLAYING THE TIME — COMPLEX MOTOR-POWERED AIRCRAFT

An acceptable means of compliance is a clock displaying hours, minutes and seconds, with a sweep-second pointer or digital presentation.

MEANS OF MEASURING AND DISPLAYING THE TIME — OTHER-THAN COMPLEX MOTOR-POWERED AIRCRAFT

An acceptable means of measuring and displaying the time in hours, minutes and seconds may be a wrist watch capable of the same functions.

ED Decision 2019/019/R

CALIBRATION OF THE MEANS OF MEASURING AND DISPLAYING PRESSURE ALTITUDE

The instrument measuring and displaying barometric altitude should be of a sensitive type calibrated in feet (ft), with a sub-scale setting, calibrated in hectopascals/millibars, adjustable for any barometric pressure likely to be set during flight.

ED Decision 2015/006/R

CALIBRATION OF THE INSTRUMENT INDICATING AIRSPEED

(a)The instrument indicating airspeed should be calibrated in knots (kt).

(b)In the case of aeroplanes with a maximum certified take-off mass (MCTOM) below 2 000 kg, calibration in kilometres per hour (kph) or in miles per hour (mph) is acceptable when such units are used in the AFM.

ED Decision 2014/018/R

MEANS OF PREVENTING MALFUNCTION DUE TO CONDENSATION OR ICING

The means of preventing malfunction due to either condensation or icing of the airspeed indicating system should be a heated pitot tube or equivalent.

ED Decision 2014/018/R

MULTI-PILOT OPERATIONS — DUPLICATE INSTRUMENTS

Duplicate instruments include separate displays for each pilot and separate selectors or other associated equipment where appropriate.

Regulation (EU) 2019/1384

Aeroplanes operated under IFR shall be equipped with:

(a)a means of measuring and displaying the following:

(1)magnetic heading,

(2)time in hours, minutes and seconds,

(3)barometric altitude,

(4)indicated airspeed,

(5)vertical speed,

(6)turn and slip,

(7)attitude,

(8)stabilised heading,

(9)outside air temperature, and

(10)Mach number, whenever speed limitations are expressed in terms of Mach number;

(b)a means of indicating when the supply of power to the gyroscopic instruments is not adequate.

(c)whenever two pilots are required for the operation, an additional separate means of displaying for the second pilot:

(1)barometric altitude,

(2)indicated airspeed,

(3)vertical speed,

(4)turn and slip,

(5)attitude,

(6)stabilised heading, and

(7)Mach number whenever speed limitations are expressed in terms of Mach number, if applicable;

(d)a means of preventing malfunction of the airspeed indicating system required in (a)(4) and (c)(2) due to condensation or icing; and

(e)complex motor-powered aeroplanes when operated under IFR shall, in addition to (a), (b), (c) and (d), be equipped with:

(1)an alternate source of static pressure;

(2)a chart holder in an easily readable position that can be illuminated for night operations;

(3)a second independent means of measuring and displaying altitude unless already installed to comply with (e)(1); and

(4)an emergency power supply, independent of the main electrical generating system, for the purpose of operating and illuminating an attitude indicating system for a minimum period of 30 minutes. The emergency power supply shall be automatically operative after the total failure of the main electrical generating system and clear indication shall be given on the instrument or on the instrument panel that the attitude indicator is being operated by emergency power.

ED Decision 2014/018/R

ALTERNATE SOURCE OF STATIC PRESSURE

Aeroplanes should be equipped with an alternate source of static pressure.

ED Decision 2014/018/R

ALTIMETERS

Altimeters with counter drum-pointer or equivalent presentation are considered to be less susceptible to misinterpretation for aeroplanes operating above 10 000 ft.

ED Decision 2014/018/R

MEANS OF DISPLAYING OUTSIDE AIR TEMPERATURE

(a)The means of displaying outside air temperature should be calibrated in degrees Celsius.

(b)In the case of aeroplanes with a maximum certified take-off mass (MCTOM) below 2 000 kg, calibration in degrees Fahrenheit is acceptable, when such unit is used in the AFM.

(c)The means of displaying outside air temperature may be an air temperature indicator that provides indications that are convertible to outside air temperature.

ED Decision 2014/018/R

CHART HOLDER

An acceptable means of compliance with the chart holder requirement for complex motor-powered aeroplanes is to display a pre-composed chart on an electronic flight bag (EFB).

Regulation (EU) No 379/2014

Complex motor-powered aeroplanes operated under IFR with a single pilot shall be equipped with an autopilot with at least altitude hold and heading mode.

Regulation (EU) 2018/1042

(a)Turbine-powered aeroplanes with a maximum certified take-off mass (MCTOM) of more than 5 700 kg or an MOPSC of more than nine shall be equipped with a TAWS that meets the requirements for:

(1)class A equipment, as specified in an acceptable standard, in the case of aeroplanes for which the individual certificate of airworthiness (CofA) was first issued after 1 January 2011; or

(2)class B equipment, as specified in an acceptable standard, in the case of aeroplanes for which the individual CofA was first issued on or before 1 January 2011.

(b)When used in commercial operations, turbine-powered aeroplanes for which the individual CofA was first issued after 1 January 2019 and having an MCTOM of 5 700 kg or less and an MOPSC of six to nine shall be equipped with a TAWS that meets the requirements for class B equipment, as specified in an acceptable standard.

ED Decision 2014/018/R

EXCESSIVE DOWNWARDS GLIDESLOPE DEVIATION WARNING FOR CLASS A TAWS

The requirement for a Class A TAWS to provide a warning to the flight crew for excessive downwards glideslope deviation should apply to all final approach glideslopes with angular vertical navigation (VNAV) guidance, whether provided by the instrument landing system (ILS), microwave landing system (MLS), satellite-based augmentation system approach procedure with vertical guidance (SBAS APV (localiser performance with vertical guidance approach LPV)), ground-based augmentation system (GBAS (GPS landing system, GLS)) or any other systems providing similar guidance. The same requirement should not apply to systems providing vertical guidance based on barometric VNAV.

ED Decision 2014/018/R

ACCEPTABLE STANDARD FOR TAWS

An acceptable standard for Class A and Class B TAWS may be the applicable European Technical Standards Order (ETSO) issued by the Agency or equivalent.

Regulation (EU) No 379/2014

Unless otherwise provided for by Regulation (EU) No 1332/2011, turbine-powered aeroplanes with an MCTOM of more than 5 700 kg shall be equipped with ACAS II.

Regulation (EU) No 379/2014

The following aeroplanes shall be equipped with airborne weather detecting equipment when operated at night or in IMC in areas where thunderstorms or other potentially hazardous weather conditions, regarded as detectable with airborne weather detecting equipment, may be expected to exist along the route:

(a)pressurised aeroplanes;

(b)non-pressurised aeroplanes with an MCTOM of more than 5 700 kg.

ED Decision 2014/018/R

GENERAL

The airborne weather detecting equipment should be an airborne weather radar. However, for propeller-driven pressurised aeroplanes with an MCTOM not more than 5 700 kg and an maximum certified seating configuration of not more than nine, other equipment capable of detecting thunderstorms and other potentially hazardous weather conditions, regarded as detectable with airborne weather radar equipment, are also acceptable.

Regulation (EU) No 379/2014

(a)Aeroplanes operated in expected or actual icing conditions at night shall be equipped with a means to illuminate or detect the formation of ice.

(b)The means to illuminate the formation of ice shall not cause glare or reflection that would handicap flight crew members in the performance of their duties.

Regulation (EU) No 379/2014

Aeroplanes operated by more than one flight crew member shall be equipped with a flight crew interphone system, including headsets and microphones for use by all flight crew members.

ED Decision 2014/018/R

TYPE OF FLIGHT CREW INTERPHONE

The flight crew interphone system should not be of a handheld type.

(a)The following aeroplanes shall be equipped with a CVR:

(1)aeroplanes with an MCTOM of more than 27 000 kg and first issued with an individual CofA on or after 1 January 2016; and

(2)aeroplanes with an MCTOM of more than 2 250 kg:

(i)certified for operation with a minimum crew of at least two pilots;

(ii)equipped with turbojet engine(s) or more than one turboprop engine; and

(iii)for which a type certificate is first issued on or after 1 January 2016.

(b)The CVR shall be capable of retaining data recorded during at least:

(1)the preceding 25 hours for aeroplanes with an MCTOM of more than 27 000 kg and first issued with an individual CofA on or after 1 January 2022; or

(2)the preceding 2 hours in all other cases.

(c)The CVR shall record with reference to a timescale:

(1)voice communications transmitted from or received in the flight crew compartment by radio;

(2)flight crew members’ voice communications using the interphone system and the public address system, if installed;

(3)the aural environment of the flight crew compartment, including, without interruption, the audio signals received from each boom and mask microphone in use; and

(4)voice or audio signals identifying navigation or approach aids introduced into a headset or speaker.

(d)The CVR shall start automatically to record prior to the aeroplane moving under its own power and shall continue to record until the termination of the flight when the aeroplane is no longer capable of moving under its own power.

(e)In addition to (d), depending on the availability of electrical power, the CVR shall start to record as early as possible during the cockpit checks prior to engine start at the beginning of the flight until the cockpit checks immediately following engine shutdown at the end of the flight.

(f)If the CVR is not deployable, it shall have a device to assist in locating it under water. By 1 January 2020 at the latest, this device shall have a minimum underwater transmission time of 90 days. If the CVR is deployable, it shall have an automatic emergency locator transmitter.

ED Decision 2015/021/R

GENERAL

(a)The operational performance requirements for cockpit voice recorders (CVRs) should be those laid down in the European Organisation for Civil Aviation Equipment (EUROCAE) Document ED-112 (Minimum Operational Performance Specification for Crash Protected Airborne Recorder Systems), dated March 2003, including Amendments n°1 and n°2, or any later equivalent standard produced by EUROCAE.

(b)The operational performance requirements for equipment dedicated to the CVR should be those laid down in the European Organisation for Civil Aviation Equipment (EUROCAE) Document ED-56A (Minimum Operational Performance Requirements For Cockpit Voice Recorder Systems) dated December 1993, or EUROCAE Document ED-112 (Minimum Operational Performance Specification for Crash Protected Airborne Recorder Systems) dated March 2003, including Amendments n°1 and n°2, or any later equivalent standard produced by EUROCAE.

Regulation (EU) 2015/2338

(a)Aeroplanes with an MCTOM of more than 5 700 kg and first issued with an individual CofA on or after 1 January 2016 shall be equipped with an FDR that uses a digital method of recording and storing data and for which a method of readily retrieving that data from the storage medium is available.

(b)The FDR shall record the parameters required to determine accurately the aeroplane flight path, speed, attitude, engine power, configuration and operation and be capable of retaining data recorded during at least the preceding 25 hours.

(c)Data shall be obtained from aeroplane sources that enable accurate correlation with information displayed to the flight crew.

(d)The FDR shall start automatically to record the data prior to the aeroplane being capable of moving under its own power and shall stop automatically after the aeroplane is incapable of moving under its own power.

(e)If the FDR is not deployable, it shall have a device to assist in locating it under water. By 1 January 2020 at the latest, this device shall have a minimum underwater transmission time of 90 days. If the FDR is deployable, it shall have an automatic emergency locator transmitter.